Train Set 18 Course material

Course Material

for

Train set 18 ( Vande Bharat)

VERSION 2

Electric Traction Training Centre

South Central Railway
Vijayawada 520011

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Abbreviations
Acronym Description
AC Alternating Current
ACU Auxiliary converter Unit
ADC Analog to Digital Converter
AIP Analog Input
ATC Auxiliary Traction Converter
AWS Auxiliary warning system
ANM Ambient Noise Measurement
BC Brake Cylinder
BCP Brake Cylinder Pressure
BE Braking effort
BECU Brake Electronic Control Unit
CAN Controlled Area Network
CCU Coach Control Unit.
CRW Panel Crew Rear Wall panel
DC Direct Current
DCS Key Driver control Switch Key
DE Driving End
DIP Digital Input
DOP Digital Output
DPRAM Dual Port Random Access Memory
DSP Digital Signal Processor
DTC Driving trailer coach
EBCU Electronic Brake Control Unit
EBL Emergency Brake Loop
ECN Ethernet Consist Network
ED Electro Dynamic
EEPROM Electrically Erasable and Programmable Read Only Memory
EMU Electrical Multiple Unit
EBL Emergency Brake Loop
EOL Emergency Off Loop
EP Electro pneumatic
EPCC Enhanced Passenger comfort computer
EPCU Enhanced Passenger comfort unit

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ERCU Earth Return Current Unit

FDP Fault Data Pack
GCRW panel Guard Crew Rear Wall Panel
HWTL Hard Wired Train Line
HSCB High Speed Circuit Breaker
ICF Integral Coach Factory, Chennai
LED Light Emitting Diode
LRMS Locomotive Remote Monitoring System
LTC Line and Traction Converter
LTCU Line and Traction Converter Computer
MC Motor Coach
MSDPL Medha Servo Drives Pvt. Ltd.
MCU Main Control Unit
MVB Multifunction Vehicle Bus
NDE Non Driving End
NDTC Non Driving Trailer Coach
PCC Passenger comfort computer
PA PIS Passenger Announcement and Passenger Information System
PS Power Supply
PWM Pulse Width Modulation
RDM Rescue Drive Mode
RDSO Research Development and Standards Organization
RMPU Poof Mounted Package Unit
SDB Side Display Boards
TC Trailer Coach
TIC Traction Inverter Computer
TCMS Train Control and Management System
TCN Train communication network
TE Tractive Effort
TM Traction Motor
TSA Traction system Austria
USB Universal Serial Bus
WTB Wire train bus

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SALIENT FEATURES
1) The train set manufactured by ICF, Chennai is a semi-high speed (160 Kmph) Multiple
Unit Train-set.
2) It has quicker acceleration ability and contemporary passenger amenities.
3) It offers both comfort and pace to the passengers.
4) It replaces intercity express trains which have travel time in six hours range.
5) All coaches are of chair car type for day travel and 180 degree revolving seats at Executive
Class.
6) Stainless steel car body with continuous window glasses for contemporary modern look.
7) All coaches are inter-connected by fully sealed gangways so that passengers can move
from one coach to other with ease.
8) All propulsion equipments are shifted from onboard to under-slung. All power components
such as line & traction converters, auxiliary converter, air compressor, battery box, battery
charger, brake chopper resister are mounted under the frame.
9) It is provided with automatic plug type doors with retractable foot step which opens and
closes by operating opening & closing switches by Guard or by ALP at the stations.
10) To make the travel more joyful, all coaches of the train are provided with on-board Wi-Fi,
infotainment and GPS based Passenger Information System (PIS) which keeps the
passengers informed about the travel status.
11) All coaches have one on-board mini pantry.
12) Special provisions in DTC (Driving Trailer Coach) for persons with disability and place for
wheel chair and special lavatory.
13) The train has plush interiors and diffused LED lighting.
14) The toilets of these coaches are fitted with zero discharge vacuum based bio-toilets and
touch free fittings.
15) All coaches are air-conditioned including driving cab.
16) Equipped with improved mechanical couplers and modern bolster-less design bogies with
fully suspended traction motors, pneumatic secondary suspension and anti-roll bar.
17) The brake system is of Electro Pneumatic (EP brakes) type with brake discs mounted
directly on wheel, which reduces the braking distance, so that full speed potential of the
train can be harnessed.
18) Motor Coach is equipped with Four Fully Suspended Traction Motors.
19) The Train-18 has 50% Powering i.e. every alternate coach is powered
20) All Propulsion equipments are under slung, leaving the on-board space for passengers.
21) All coaches are of chair-car type (Executive Class as well as Second Class)
22) Ergonomically designed Adjustable Cushioned Seats and comfortable knee room (leg
space)
23) Panoramic View from Driver’s cab
24) Separate Air Conditioner for Driver’s Cab
25) PA system for announcement to passengers
26) Emergency Call/Talk back from Passengers
27) Digital Train running Informatics
28) Cruise Control system for running train in a constant speed.
29) Private access from Driver’s Cab to Passenger area so that Pilots can use Toilets in
Coaches without leaving the Train

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30) Enhanced Safety Features for Drivers Cab in case of collision

31) Centre Buffer Coupler at leading end to haul the rake in case of transit or break down. The
coupler is covered with FRP cover which is to be removed for couple with Locomotive.
32) Semi Permanent coupler in between coaches(Dellner make)

Comparison between loco hauled trains and Train-set 18

S. No. Loco hauled Train Train set
1) Conventional train is hauled by a locomotive Distributed power i.e., traction units or
attached at the end of train formation. propulsion systems are distributed over the
train formation.
2) Reversal requirements at terminals. No reversal requirement at terminals.
3) Sluggish acceleration and deceleration. Quick acceleration & deceleration.
Reduction in travel time.
4) Inferior utilisation of platform lengths as Better utilisation of platform space as
locomotive takes up some length. locomotive is not required.
5) Concentrated weight in locomotive. Higher Uniform weight distribution. Lower coupler
coupler forces. forces.
6) Requires higher capacity mechanical coupler Because of distributed power semi-
resulting in jerks. permanent coupler can be used which is jerk
free.
7) No redundancy Redundancy

TECHNICAL DETAILS
Particulars Details
Track gauge 1,676 mm
Length of car-body (Over Coupler) 24000 mm
Width of car-body 3240 mm
Car height above top of rail 4140 mm
Number of Coaches in Basic Unit 4 car per basic unit
DTC-TC-MC-TC (End BU)
NDTC-MC-TC-MC (Middle BU)
Train formation 16 coaches- 4 BU per train
% Motoring 50%
Maximum test speed 176 kmph
Maximum service speed 160 kmph
Wheel diameter
New 952 mm +0.5mm
Last profile 896 mm +0.5mm

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Condemnation dia 877 mm

Axle load 17T
Wheel base 2700 mm
No. of teeth in main gear 98
No. of teeth in pinion 19
Gear ratio 19:98 ( 5.157 )
Average acceleration from 0-40 kmph 0.8 m/sec2
Deceleration 0.8 m/sec2
Jerk rate 0.7 m/sec3
Ambient temperature Max = 50o C
Min = -5o C
Traction motor Fully suspended 3 Phase AC induction motor
Traction motor capacity 210KW ( Continuous)
Traction Motor speed 1950 – 3340 RPM
TM current 121 – 138 Amps
OHE Voltage 25 KV
OHE Normal range 19 KV to 27.5 KV
OHE Min Voltage 16.5 KV
OHE Max. Voltage 29.5 KV
Cut OFF Voltage Below16KV & Above 30 KV
Frequency 46 Hz to 54 Hz

CONFIGURATION OF TRAIN-18
One basic unit of 4-car unit is the building block for Train 18 rake formation. Each basic
unit consists of one Driver Trailer Coach (DTC) at the end, two Motor Coaches (MC) and one
Trailer Coach (TC).
Each middle basic unit consists of Non driving Trailer Car (NDTC), two motor car (MC)
and one Trailer Car (TC). Four such basic units are coupled together to form one rake of 16 cars:

End basic unit is DTC+ MC1+ TC + MC2

DTC MC1 TC MC2

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Middle basic unit is - NDTC+MC1+TC+MC2

NDTC MC1 TC MC2

Where,
DTC : Driving Trailer Coach
MC : Motor Coach
TC : Trailer Coach
NDTC : Non-Driving Trailer Coach
Propulsion Systems:
Train-18 is being provided with IGBT based Energy Efficient 3 Phase Propulsion system and
Regenerative braking. In each Basic Unit of Four Cars, there will be Two Motor Coaches (MCs)
and Two Trailer Coaches (2 TCs or TC and DTC).

Formation of Rake (16 coaches)VERSION 2 : 4 X 4 Basic Units - Each Basic Unit with
Four Cars

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DRIVING TRAILER COACH (DTC)

It is a non-powered vehicle with a driver cab at one end. The driver cab is furnished with
a pre-fabricated driver desk. All driving operations are possible from driver desk. Feedback from
all system in all the coaches / basic units is available for viewing on the driver desk. For this
10.4” touch based TFT display is provided on driver desk for showing combined status.
An illuminated indication panel is provided for important driving related information for
quick viewing by Loco Pilot.Various gauges are also provided on driver desk for knowing MR,
BP, BC and AR pressure. The driver will also be able to control the Passenger Information
System (PIS) from the driver desk.
It also consists of battery box, battery charger and compressor mounted under-slung. Rest
of the DTC apart from the driver cab is passenger saloon area which consists of pantry, RMPU
control unit, mono block pump controller, CRW (Crew Rear Wall), GCRW (Guard Crew Rear
Wall) panel and various end wall panels. It is an air-conditioned coach. All passenger comfort
related load can be controlled by driver from driver cab.
Train Control & Management System (TCMS) controls the automatic doors, sliding
footsteps and brake functioning. Ethernet backbone with redundancy is provided for the train
communication network.

DTC external view DTC internal view

Equipment in DRIVING TRAILER COACH

Under slung of DTC
Battery Charging System (Battery Charger),
Battery and Battery box,
Inter-Vehicular (IV)couplers,
Main Air Compressor with Air dryer
Bolster less Bogie
End Pneumatic Panel-2Nos (one near each Bogie)
Brake control Unit (BCU)
Water pump
Water Tank 1100 Liters
Air Reservoirs-1No,
Cable Junction Box,
Bolster less Bogie
Isolation (pantry) transformer 20 KVA for Pantry loads
Inside of DTC

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Master Controller,
Driver console (left loco Pilot &right-Guard),
Cabin control,
driving control,
door control switches,
DDU (TFT driverdisplay screen),
Gauges,
Speed Recorder,
Indication lamps,
Man Machine Interface(MMI) or Main control panel,
Brake controller,
Signal bell,
Horn switch,
VCD Ack &reset switch,
Emergency brake handle,
Buzzers,
Connector and TB panel.
Speedometer, Frequency Generator Unit,
CRW (cab rear wall) panel,
It consists CCU'S, LRMS, TPWS, ECN Switches, MCB's, Relays & contactors,
GCRW (Guard cab rear wall) panel,
It consists PCU'S, EBCU's, CCTV NVRs, CCTV Ethernet Switches MCB's, Relays
&contactors,
EWP (End wall panel)-
TBs, MCBs,
MPCB,
Inside Passenger saloon of DTC
Passenger seating capacity 44
Reading lights,
mono block pump controller,
Passengerinformation system (HCD,ICD, SDB, speaker, ANM, PECU,MMI),
CCTV,
Saloon & GangwayLights,
Roof Mounted AC Package Unit (RMPU),
RMPU control unit,
Mini Pantry Items, Power supply socket junction box for external 415V AC,
Pump controller, Mono block pump.
Front side of DTC
LED Marker white & Red Lights,
LEDFlasher Lights and control unit,
Head Light
Wiper,
On Roof of DTC
Driver’s Cab Air Conditioning Unit,

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Outside of DTC
Earth Return Current Unit (ERCU),

MOTOR COACH (MC)

Motor coach is a powered vehicle with four axles each equipped with a 3 phase
asynchronous Traction Motor (TM). Traction motors are fully suspended i.e. traction motor
weight is not loaded on to the wheel directly. This reduces the un-sprung mass, resulting in better
ride comfort.
The motor coach consists of two Lines and Traction Converter unit (LTC), one for each
bogie mounted under-slung. Brake chopper resistor is also mounted under-slung. Transformer
secondary cable for both LTCs unit (from power transformer) comes from trailer coach via
under-slung mounted IV coupler.
It also consists of passenger saloon area, pantry, RMPU, mono block pump controller,
electrical cabinet and various end wall panels. It is an air-conditioned coach.

Equipment in MOTOR COACH

Under slung of MC
Line and Traction Converter (LTC)-2 Nos,
Brake Chopper Resistor,
2 No. of DC Link Earthing Switch in one box,
Fully suspended Traction motors 4 Nos
Bolster less Bogie
End Pneumatic Panel-2Nos (one near each Bogie)
Brake control Unit (BCU)
Water pump
Water Tank 1100 Liters
Air Reservoirs-2Nos,
Cable Junction Box,
Jumper Couplers (Power Couplers),
Power Coupler Junction Box,
Inter-Vehicular (IV) couplers,
Isolation (pantry) transformer 20 KVA
Inside of MC
Passenger seating capacity 78
ECC (Electrical cubical)-It consistsMCUS, EBCUS, MCB, Relays & contactor,
EWP (End wall panel)- Terminal Blocks & MCBs,TBs, MCBs, MPCB,
Reading lights,
Mono block pump controller,
Passenger informationsystem (ICD,SDB,speaker,ANM,PECU),
CCTV,
Saloon &Gangway Lights,
RMPU control unit,
Mini PantryItems,Power supply socket junction box for external 415 V AC,
Pump controller, Mono blockpump.

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On Roof of MC
Two microprocessor-controlled Roof Mounted ACPackage Unit (RMPU)
Outside of MC
Earth Return Current Unit (ERCU),

DTC external view DTC internal view

TRAILER COACH (TC)

Trailing coach has the pantograph for current collection, vacuum circuit breaker and HV
isolator mounted on the roof. For operation of the 16 car, two pantographs will be used.
It also consists of auxiliary converter unit and power transformer mounted under-slung.
Power to LTC units of both motor coaches is distributed from same power transformer.
Auxiliary converter feeds the total load of four coaches.
It also consists of passenger saloon area, pantry, RMPU, mono block pump controller,
electrical cabinet and various end wall panels. It is an air-conditioned coach.

Pantograph on Trailer Coach RMPU on Trailer Coach

Equipment in TRAILER COACH

Under slung of TC
Auxiliary Converter Unit (ACU),
Main transformer (Traction),
Jumper Couplers (Power Couplers),
Power Coupler Junction Box,
Inter-Vehicular (IV) couplers,
Isolation (pantry) transformer- 20 kVA,

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AAC ( Auxiliary Air Compressor)

On Roof of TC
Pantograph with insulator,
Vacuum Circuit Breaker (VCB),
Earthing switch for VCB (Roof),
AC Surge Arrester / Lightning arrester,
Two microprocessor-controlled Roof Mounted ACPackage Unit (RMPU)
Potential Transformer
Roof line VCB
HT cable
Inside Electrical panel of TC
Return Current Transformer,
Primary Current Transformer,
Inside Passenger saloon of TC
Passenger capacity 78
ECC (Electrical cubical)-It consists EPCU'S, EBCU'S, MCB's, Relays & contactors,
EWP (End wall panel) - Terminal Blocks & MCBs, TBs, MCBs, MPCB,
Reading lights mono block pump controller,
Passenger information system (ICD, SDB, speaker, ANM, PECU), CCTV, Saloon &
Gangway Lights,
RMPU control unit,
Mini Pantry Items, Power supply socket junction box for external 415 V AC, HT
cable,
Pump controller, Mono block pump.
Outside of TC
Earth Return Current Unit (ERCU),

NON DRIVING TRAILER COACH (NDTC)

It is similar to DTC except driver related interface. It also consists of battery box, battery
charger and compressor mounted under-slung. It also consists of passenger saloon area which
consists of pantry, RMPU control unit, mono-block pump controller, CRW, GCRW panel and
various end wall panels. It is also an air-conditioned coach. various end wall panels.
All coaches are provided with LED displays for passenger information/ announcement
system. Each passenger has a power socket for mobile charging. The interior lighting is of LED
with direct light as well as diffused lighting. Reading LED lights are provided in the luggage
rack.

EQUIPMENT IN NDTC
Battery Charging System (Battery Charger),
Battery and Battery box,
Inter-Vehicular (IV)couplers,
Isolation (pantry) transformer- 20 kVA,
Passenger information system(ICD,SDB,speaker,ANM,PECU),
CCTV,

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Saloon & Gangway Lights,

Roof Mounted AC PackageUnit (RMPU),
RMPU control unit,
Earth return ground contact (ERCU),
Mini Pantry Items,Power supply socket junction box for external 415 V AC, Shunting Panel,
Pump controller,
Mono block pump.

TE & Regenerative Braking Effort and Total Braking Effort (including EP Brake) for
maximum braking operation for 16-car rake

PERMANENT COUPLER
The Front Driving Coaches (DTCs) has CBC couplers and the in between coaches
havepermanently coupled with Semi-permanent couplers.

PLUG DOORS (ENTRY DOORS)

Automatic plug door includes locking and opening mechanism is a sophisticated system inwhich
the coach doors shall remain closed whenever the train starts from Railway station.Similarly,
these doors remain closed till the train stops at the next station and eliminatechances of
passengers detraining from the moving train.

SLIDING DOORS (TRANSIT DOORS)

Interior sliding doors serve to separate the boarding area of the carriage from the seating area
withadvantages of the solution: reliability and comfort of operation. The interior door can be
controlledeither by a radar signal when the person approaches or by pressing a button on the
door.In case ofpower failure, the doors are freely movable manually or in case of emergency, the
door isdisconnected from the power supply when emergency button is pressed and is freely
movablemanually.

GANGWAYS
The gangway is the flexible part of the train, allowing the relative movements between
theCoaches and offering passengers a secure and comfortable passageway.

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DRIVER DESK LAYOUT EQUIPMENT

Version 1 Cab View

Version 1 Cab View

Version 2 Cab View

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Dfferent sections of LP Desk

LP Desk is provided in driver cab for user interface. Allequipment such as switches, lamps,
master controller,DDU, PIS interface which are required for LP interfaceare mounted on LP
desk. Layouts of equipment aregiven in below sections. LPdesk is for Loco Pilot and guard. The
left-handside of the Loco Pilot’s cab is the workstation for the Loco Pilot. The operation
switches, lamps, gauges displayswhich are used Loco Pilot during driving are provided infront of
Loco Pilot. The right-hand side is designed forthe ALP/guard.

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Section “A” of LP desk consists of 10 Panels

Panel “1” of Section “A”

1 Cab light ON/OFF switch ( Short Lever)

2 Cab Emergency light ON/OFF switch ( Short Lever)
3 LP side spot light switch ( Short Lever)
4 Head Light switch (OFF, Bright & Dim) ( Long Lever)
5 Battery Voltmeter test switch
6 Wiper control switch ( Long Lever)
7 Battery Voltmeter
Panel “2” of section “A” Panel “3” of section “A” Panel “4” of section “A”
Gauges Main Display Panel TCAS Panel

MR & BP Gauge DDU Driver Display Unit Train Collision Avoidance

BC & AR Gauge System

Panel “5” of section “A”

Speedometer

Speedometer

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Panel “6” of section “A”

1st Row
1 Not all Panto UP (Yellow)
2 Not all VCB closed (Yellow)
3 Emergency Brake (Red)
4 Emergency OFF (Red)
2nd Row
5 Minimum 1 Parking Brake Applied (Red)
6 Minimum 1 Air Spring Applied (Yellow)
7 Minimum 1 Brake Applied (Red)
8 Minimum 1 Door opened (Red)
rd
3 Row
9 AC Fault (Red)
10 Spare
11 Minimum 1 VCB Closed (Blue)
12 RDM ( Rescue Driving Mode) (Blue)
4th Row
13 OHE Available ( Green)
14 All Doors Closed ( Green)
15 Single Unit operation ( Yellow)
16 TCN ( Train Communication Network)
Failure (Red)

Panel “9” of
Panel “7” of section “A” Panel “8” of section “A”
section “A”

MCP ( Main Communication CC TV cum Guard Display ALP/Guard side

Panel) Unit BP Gauge

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Panel “10” of section “A”

1 2 Push Button switches for Door open left side (Green) of passenger saloon.
Both to be pressed at a time to open lefts side door after stopping train at
schedule halt or when required
2 2 Push Button switches for Door open Right side (Green) of passenger saloon.
Both to be pressed at a time to open lefts side door after stopping train at
schedule halt or when required
3 Door Enable Push Button switch (Yellow). Press this switch before closing the
doors. Buzzer & announcement will come at every door.
4 Door Close Push Button switch (Blue). Press this switch to close all door of
passenger saloon.
5 RMPU ON Lamp (Yellow)
6 RMU Control switch rotating switch (Spring loaded)Off/ON

Driving control switches of section “B”

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1st Row
1) Push button switch for Green Signal exchange (Green)
2) Push button switch for Red Signal exchange (Red)
3) Emergency Off Mushroom type push button switch
4) VCD indication Lamp(D)
nd
2 Row
5) ATO Enable
6) Panto UP/DOWN spring loaded rotating switch
7) Signal Bell (D) Push Button switch (Yellow)
3rd Row
8) Flasher (D) Illuminated push button switch
9) MC ON/OFF spring loaded rotating switch
10) Horn High tone (D) Electrical push button switch
4th Row
11) Fault Reset Push Button Switch (Blue)
12) Panto mode ( Panto selection) rotating switch (Pos-1, Pos-2 & Pos-3)
13) Horn Low tone (D) Electrical push button switch
5th Row
14) Emergency Brake Mushroom type push button
15) Passenger Acknowledgement Illuminated Push button switch (Yellow)
16) VCD Acknowledgement (D)
th
6 Row
17) Cruise control Illuminated push Bitton switch (Yellow)
18) ENS (Entering Neutral section) Illuminated push Bitton switch (Yellow)
19) VCD Reset push button switch

Driving control switches of section “B”

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Shunting operation Panel of section “B”

1) Mode selection Master Key ( Normal & Shunting)

2) TE/BE switch ( 33%, 67% & 100%)

3) Direction selection switch ( FWD & REV)

4) Speed limit Illuminated push button switch (Yellow)

5) Brake Push Illuminated Button switch (RED)

6) Drive Illuminated Push Button switch (Green)

ALP side operation Panel of section “B”

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1st Row
1) Cab Light rotating (OFF & ON) switch ALP/Guard side
2) Push Button switch for Lamp Test (Blue)
3) Spot light Rotating switch ALP/Guard side (OFF /ON)
4) Emergency Brake Mushroom type ALP/Guard side
2nd Row
5) Microphone spring loaded rotating Switch (TR & PA)
6) Lights spring loaded rotating Switch (50% & 100%)
7) Marker Light Red rotating switch (OFF & ON)
8) Marker Light White rotating switch (OFF & ON)
3rd Row
9) MCP Microphone
10) Signal Bell Push Button switch (Yellow) Guard side
11) TPWS Emergency Brake Lamp (Red)
12) Flasher Light Push Button switch (Yellow) Guard side
13) VCD Lamp(Red) ALP/Guard side
14) AGP Microphone
4th Row
15) Green Signal Exchange Illuminated Push Button switch (ALP/Guard)
16) Red Signal Exchange Illuminated Push Button switch (ALP/Guard)
17) Horn High tone electrical push button switch (ALP/Guard)
18) Horn Low tone electrical push button switch (ALP/Guard)
19) VCD Acknowledge Push Button switch ALP side

Section C

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DRIVER DISPLAY UNIT (DDU)

TCMS DDU provides information for the TCMS systemto support Loco Pilot in
operating rake while normaloperation, as well as in case of malfunction of asubsystem.DDU
supports the maintenance staff in setting basicsystem parameters and fault finding. In case of
failure ofTCMS DDU, train can still be operated. There is one DDUinstalled in each DTC
cab.DDU communicates with TCMS and performs thefollowing basic functions:
Provide an interface to control train functions
➢ Display operational status of train functions
➢ Display diagnostic events
There are two user groups:
➢ Driver ID and
➢ Maintenance ID
These IDs and corresponding user names can be configured (add or remove) through Medha
configuration software.

Menu Description

Section 1 - Head line area

Head Line area gives the information about train number configured, screen heading, date
and time fields.
Section 2 – Soft key buttons area:
The soft key button area contains 11 touch sensitive buttons for different menu entries.
Section 3 – Main Screen area:
The main screen area shows the actual content of the selected screen. If required, further touch
sensitive buttons are shown in the main screen area.

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Section 4 - High Priority Message field:

Active diagnostic events which require acknowledgement by Loco Pilot are present in
high priority message field area. For each event, the source of the event (basic unit number) and
its event text are displayed along with an acknowledgement button.
If no such event is present, the text field and acknowledge button are not displayed. The
events are presented in the order of their time of occurrence, across all event sources. When the
acknowledge button is pressed, the respective event is acknowledged and disappears from this
area. Clicking on the event is available at events list.
Section 5 - Scrolling Events area:
All pending active events are presented in scrolling events area in a scrolling pattern. For
each event, the source of the event (basic unit, module details) and its event texts are displayed.
If no such event is present, the text field is not displayed. Motor man can manually scroll up and
down the list with the provided scroll buttons.
Section 6 - Pop up Messages area:
Pop up messages area is used to show informative (Popup) messages to Loco Pilot
depending on the operational status of the train. If no popup message is pending, the area shall be
blank.
Section 7 - Vmax area:
Vmax area indicates the maximum available/ allowed speed of the train. If traction
interlock condition is detected by CCC, then ‘Zero Force’ appears in this area.

The following table gives the information of colour significance of different symbols.
TYPE ICON FUNCTION

Type 1 Ready, Released for operation

Type 2 Fault communication

Type 3 Displayed, OFF

Type 4 MCB tripped

Type 5 Manual isolated or blocked for operation

Type 6 Alarm

Type 7 Warning

Type 8 ON or pressure OK

Type 9 Special status

Type 10 Empty Spare

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DDU screen views

Train level view

The following figure shows the train level view of DDU. Rake level, all the important symbols
(basic unit wise), OHE voltage, OHE current, train speed, and train operational mode
information are displayed here.

Basic unit view

Basic unit view shows a graphical representation of the front basic unit, which consists DTC,
MC1, TC, and MC2cars. It provides a status overview of the major systems in the coaches. Fig
5.3 shows DDU front view for Basic unit 1.

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Drive/ Brake view

Drive/ Brake view screen shows the OHE line voltage, current, VCD count, MCH
mode , Speed as well as traction effort values for each basic unit in the train. The small
triangle type indicator indicates the set value for tractive/ braking effort, as percentage of the
maximum available tractive/ braking effort. The set value is calculated by the function that
distributes the desired efforts across the available basic units as a function of available traction
systems, basic unit weight and other parameters. Consequently, at a given position of the master
controller, the set values for different basic unit scan differ.

The large level graph and the value beneath indicate the achieved total tractive/ braking
effort as percentage of the maximum available tractive/ braking effort. The bar graph and value
shown in orange color gives information about braking effort whereas the blue color gives
information about tractive effort. The maximum available tractive and braking effort is
dependent on the weight and speed of a basic unit. The braking efforts are combined values for
electrical (ED)and pneumatic (EP) brakes. The solid bars in each basic unit show the actual
(achieved) traction/ braking effort values. The actual achieved value is displayed in the label
below the solid bars for each basic unit.

Air Spring Overview Screen

Air Spring Overview screen gives information about bellow wise air suspension pressure
values (in bars), end basic unit MR, and BP pressure values (in bars). The sensor healthiness
information is displayed in colour decoding of sensor name field. In case of sensor failure,
corresponding value is shown in X, colour of name field shall be differed. Basic unit level
navigation can be possible through ‘BU-x Suspension’ soft key. Sensor name field colour coding
shown below:

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Background Colour Information

Sensor healthy and within Range
Sensor faulty
Sensor value showing out of range.
Sensor over ride from DDU
Air Spring Suspension failed
Sensor Status Isolated by System

Energy Overview
Energy Overview screen, shown in Fig 5.6 displays the energy consumption and energy
regeneration values foreach basic unit and for the whole train. It also displays the total distance
traveled by train. Energy details of each basic unit is available in cumulative and trip wise. Trip
wise data is available for latest entered driver ID. Trip can be reset by using store track option in
energy overview screen or by entering a new user ID from login screen.

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Login Screen
Login screen, shown in Fig 5.7 is used to enter new user ID or to logout from existing
user. Driver ID can be logged out using reset ID/ logout button. This screen is available only in
occupied cab. User can change the train number from this screen.

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Events Screen
Faults/ events are categorized into two types:
Fig. 5.7

Entire fault Archive Type – It consists of all loggedevents along with recovery details.
Active Fault Archive Type – It consists of only thepresent active faults information.

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All faults screen gives information about fault description,start time, end time (if recovered),
basic unit number, andmodule information along with fault category.In case of all active fault
screen, same information isavailable except ‘End Time’ column.

Driver/ Crew Messages Screen

Driver Messages screen, shown in Fig 5.11 displays onlythe active fault/ event information
which is required formotor man. HMI fault reset option is also available in thisscreen.

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Brake
Brake screen, shown in Fig 5.12 gives information aboutbasic unit level and brake cylinder
pressures (EP system)of train. This screen consists of two sections. First sectionconsists all brake
pressures status and second sectiongives options for enabling/ disabling holding brake to
thetrain. This can be useful for the motor man while braketest validation.

Brightness Control
When user press ‘Brightness’ soft key, then the brightnesscontrol appears on the screen. Touch
on the bar chart,controls the brightness of the screen. This brightnesscontrol disappears when
user touches again the samebrightness button.

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Maintenance Mode Screen

Different options available in themaintenance mode.

Test Modes
Test Modes are defined to validate train level wiringverification, train lines checking, DTC-CAB
wiring, brakerelated tests, etc. All test modes have few entry conditions.Before entering into any
test, these entry conditions areto be satisfied.

RDM Operation Test

In RDM Operation test, two sub tests are available i.e.,Frequency Input Test: Frequency Input
test isdefined to validate Frequency generator unitfunctionality. Based on selected MCH%,
FGUgenerates the frequency to train line. All MCC,MCCR nodes which are available in basic
units ofthe train monitors the frequency and sends back thestatus to CCC for validation. Finally
CCC gives finalresults with validity information to DDU.

Train Line test: It is defined to check the presentstatus of important train line covers Panto,
VCBswitches, MCH Inputs (Direction – FWD, REV, Mode- Drive, Brake, Coast) routing to
MCC and MCCRnodes which are available in all basic units of thetrain.

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Detailed View

Detailed View
Detailed view option is defined to give information aboutsub system level parameter monitoring
for train levelfunctional checking. The parameters which are availablein the screens can be
changed or re-arranged throughconfiguration software.

Date & Time

Date and Time feature is defined to set date and time intrain. User is requested to change the date
& time throughnavigation keys and press ‘Enter’ for final configuration.All TCMS systems
update the date and time locally.Following screen gives information about date & timesettings.

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Software Version
This screen used to view software version details ofvarious modules of MAE675V2
DIO
This screen is used to view digital inputs and outputs ofvarious control units CCC DIO Screen

Network screens
Network screens gives information about rake level ETB,ECN modules health information.

TCMS Communication Screen

TCMS screen used to view communication healthinformation between various modules.
Provision is givento view, Basic unit wise modules communication status.Module wise
communication health status

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Idl Stop
This option to be used to allow the pendrive safe removalfunction

Train Settings
Train settings are defined to forcibly change the normalfunctionality of EMU operation. Some of
these settingscan be done by Maintenance person (Main.ID is required).All settings can be done
when predefined entry conditionsare satisfied. Some of the settings are not allowed in train
running case. All these entry conditions are displayedwhen navigating through selected settings
in the trainsettings menu. TCMS stores the changed settingsinformation and displays suitable
message in DDU. Allthese changed setting information are stored in TCMSuntil power Reset.

1 Panto B Settings
. Bogie Cutout
. BU solation
4. Compressor Control
. Parking Brake ver ide
. Air Spring verride Settings
. BP verride Settings
. MPU Control
. DCU Control Settings
10. oute Selection
11 oof VCB Control
1 . Train Formation Settings
1 . heel Diameter Configuration

Panto and VCB Settings

Panto and VCB setting are used to open VCB and to downthe pantograph of any particular basic
unit in the rakeformation. But VCB close operation and raising ofpantograph operation are not
possible.

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Bogie Cut out

Bogie cut out setting is used to isolate the bogie1/ bogie2/ both bogies of selected basic unit in
the rake formation.For isolated bogies, traction, electrical braking are notavailable.

BU Isolation
BU Isolation setting is used to isolate the basic unit fromthe rake formation. For isolated basic
unit, power is notavailable for traction and braking operation, sincepantograph is made down by
system. For this unit, auxsupply is available through change over contactors fromadjacent basic
units (if power available). This feature isas good as basic unit isolation switches functionality
whichare available on ECC panel of DTC Cab.

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Compressor Control
Compressor Control setting is used to control thecompressor from DDU. In this setting, we can
switch ONor switch OFF compressor of any of basic unit. Oncecompressor ON command is
received from this setting,then the corresponding compressor shall be ON untilpressure is
reached to healthy range. ‘ALL MAC N’ isalso available in the same setting (through Train
selection).

EP Brake Isolation ( in Version 1 only )

EP Brake Isolation setting is used to isolate the EP unit(bogie/ coach level) functionality of any
basic unit in the rake formation. Once EP unit is isolated coach wise, then MCC/ MCCR
prohibits EP brake to that coach and considers coach EP brake availability as Zero.

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Parking Brake Override

Parking Brake Override setting is used to override theparking brake status in the selected basic
unit. Onceoverride is selected, then TCMS ignores parking brakestatus of that basic unit for
parking brake lamp driving,stuck brake condition checking, Vmax limitation due toparking brake
stuck, etc.

Air spring Override Settings

Air spring override setting is used to override the air springstatus in the selected coach in a basic
unit. Once overrideis selected, then TCMS ignores air spring failure status ofselected coach, so
that speed restriction due tosuspension failure feature gets bypassed.

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BP override settings
BP override setting is used to override the BPstatus in theselected coach in a basic unit. Once
override is selected,then TCMS ignores corresponding BP status of selectedcoach, so that speed
restriction due to BP failurefeature gets bypassed.

RPMU Control Screen

RPMU control screen can be used to give forced RMPUcommand either 50% or 100% or OFF
command in anycoach for any RMPU.

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Door Control Settings

Door control settings screen can be used to provide dooropen/close command to any door in any
coach.In case of failure of All door proving loop, provision is givento override the ADCR relay,
so that Door Proving Loopcan be ignored for traction.

PIS Route Selection

There is a provision to select the train route through TCMSdisplay. This feature can be useful, in
case of PIS MMI isnon functional and unable to select the train route.

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Display Legends Information

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MAJOR FUNCTION OF TRAIN CONTROL & MANAGEMENT SYSTEM (TCMS)

1) Interface to Drive Command
2) Pantograph Control - Panto 1 & 4 or Panto 2 & 3 work at a time
3) VCB Control
4) Traction Control
5) Regenerative Brake Control and total brake calculation
6) Brake Blending
7) Interface to RMPU control
8) Interface to Door control
9) Interface to Brake control
10) Compressor control - 4 compressor per rake,
11) Parking Brake control - from both driver and Guard cab
12) Light Control
13) Roll back Detection
14) Vigilance control (VCD)
15) Cruise Control (Speed Control)
16) Neutral Section Control
17) Test modes - to test input and output interface
18) Settings through DDU - Various indication on Driver Display
19) Event Recording
20) All train level protection - Important loops (EOL, EBL)
21) Load calculation
22) Air Bellow failure detection

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Line and Traction Converter

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Traction Converter
Each basic unit has 2 motor coaches and each motor coach has 4 traction motors.Each motor
coach has 2 nos. of line and traction converter (LTC) mounted underslung and each control two
traction motors of a bogie.Input power to line converter comes from transformer kept in adjacent
trailer coach.Line and traction converters are forced air-cooled.
Parameters of LTC
Description Rating

Input voltage 950 V AC at 25 kV AC

Input current 639 A

Line Converter
The line converter interfaces with transformer secondary traction winding ACvoltage on
one side and DC link on the other side.Main function of line converter is to maintain stable DC
link voltage at 1800 Virrespective of line and load variations at unity power factor.
The line converter consists of single-phase full bridge rectifier with IGBTs as
activeswitching devices.Line converter consists of input pre-charging circuit and line contactor.

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It consistsof output DC link capacitor.The DC link consists of earth leakage detection circuit, DC
link capacitor bank andbrake chopper circuit (for over voltage protection).

Line Converter Protections

1) Transformer primary over voltage and under voltage protection.
2) Traction transformer secondary over current protection.
3) IGBT heat sink over temperature protection.
4) Failure of pre-charging contactor / resistor protection.
5) Failure of main contactor protection.

Traction Inverter
The traction inverter consists of a 3-phase full bridge inverter with IGBTs as
activeswitching devices. Main function of TIC:
1) Converts the DC input voltage to 3-phase Variable Voltage Variable Frequency(VVVF)
output.
2) Controls the traction motor torque in both motoring mode and braking mode.
3) Each inverter controls two traction motors in parallel.
4) Controls wheel slip/slide.
5) Performs various fault diagnostics.

Traction Inverter protections:

1) Output over current protection.
2) Output short circuit protection.
3) IGBT heat sink over temperature protection.
4) Traction motor over temperature protection.
5) Traction motor over speed protection.
6) Phase imbalance protection.

Line & Traction Control Unit (LTCU)

Line & Traction Control Unit (LTCU) controls both the line converter and
tractioninverter and communicate switch the Main Control Unit (MCU) through CANinterface.
All the LTC's are similar in construction.

DC Link Capacitor
DC link capacitor has following functions:
1) DC link capacitor is used to buffer the energy differences between line-sideand motor-
side of the converter.
2) DC link capacitor absorbs the harmonic currents produced by line side andmotor-side of
the converter, thus reducing the ripple voltage.
3) DC link capacitor is used to limit the switching over voltages of IGBTs. Theseover
voltages occur due to loop inductance.
4) Two DC link capacitors of 2mF value are connected in parallel and forms theDC Link
and are directly connected to the IGBT Phase modules.

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Auxiliary Converter
1) Auxiliary Converter is used to supply power for
➢ 3-phase 415 V loads,
➢ 110 V DC andBattery charger.
2) Auxiliary Converter Unit is provided under slung in each TC coach of Basic unit to
supply all power supply requirements in that Basic Unit.
1) A 20 kVA isolation transformer is provided in each coach to convert 415 V ACsupply to
230V AC and 110 V AC. 230 V AC supply is used for pantry related loads andtoilet
related loads like shaver and hand drier. 110 V AC supply is used for laptop and mobile
charging for passengers.

Auxiliary Power Supply

1) All auxiliaries and controls of coaches are required to work on two voltages415VAC,
3phase, 50Hz and 110VDC.
2) Auxiliary converter unit is required to generate these types of voltages to servethese
loads.
3) It gets power directly from 2 nos. of secondary windings of transformer.
4) Transformer and auxiliary converter are mounted in trailer coach (TC).
5) It is mounted under-slung and forced air cooled system type.
6) Auxiliary converter is a PWM based IGBT converter, which converts 285VAC –450V
AC into two outputs:
i. Output-1: 415 V ac (line to line), 3 phase, 50Hz
ii. Output-2: DC output is isolated from input by using DC -DC isolation
2) Transformer. DC output is connected to BN Bus.

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415VAC, 3phase, 50Hz loads

1) RMPU
2) CAB AC
3) Main compressor
4) Traction converter cooling blowers
5) Transformer radiator fan
6) Transformer oil pump
7) Water pump for toilet tank
8) Aux converter cooling blower.

110VDC Loads
1) Battery charging
2) Coach, vestibules and driver cabin normal lights
3) Coach and driver cabin emergency lights
4) Twin beam/ auxiliary head light, marker light, tail light, flasher light, clusterlight, spot
lights, passenger alarm
5) Indication light, electronic signal bell
6) Control electronics loads: PIS, CCTV, Relays, Contactors,
7) Driver desk, brake systems and all other control units
8) Auxiliary compressor for pantograph
9) Emergency ventilation blowers
10) 110Vdc toilet loads, seat lights & doors.

Functional Description
Auxiliary power supply consists of two physical cubicles in each basic unit.
1) Auxiliary Converter Unit (ACU) - Each ACU consists of below modules
a. AC1 module (415VAC 3-phase inverter module)
b. AC2 module (415VAC 3-phase inverter module)
c. 110 VDC converter module
2) Battery Charging System (BCS)

Important Parameters of Auxiliary Converter

Table 2: Parameters of Auxiliary Converter
Requirement Parameters
AC input voltage 285 V to 450 V, 1 phase, AC input from auxiliary secondary winding
of main transformer
Control supply 77V to 137.5 V DC from battery (110V DC nominal)
AC-1 output capacity 275 kVA, 415V±5% (L-L), 50 Hz±3%, 3 Phase, Sine wave (at
>19kV AC OHE) at <19kv AC OHE, output voltage shall drop by
maintaining V/F ratio constant.
AC-2 output capacity 235kVA, 415V±5% (L-L), 50Hz±3%, 3 Phase, Sine wave (at >19kV
AC OHE) at <19kV AC OHE, output voltage shall drop by
maintaining V/F ratio constant.
DC converter output 115 V to 130 V DC (It is varying as per DC load sharing current
capacity requirement) DC Power: 30kW at 110V DC (BN, BD & battery
charger loading on this).

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Efficiency 92%

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ACU consists below modules/ sections:

1) Input section
2) AC-1 module (line converter & inverter section including master control)
3) AC-2 module (line converter & inverter section including master control)
4) 415VAC output section
5) DC converter module
6) DC output section
7) DC link voltage indicators
8) Control &communication connectors
9) Blower section
10) Isolation switch.

Input section
1) The input of the auxiliary converter is taken from the independent secondary windings of
main transformer.
2) Input section consists of input fuse, input main & pre- charging contactors & input ac
current sensor.
3) The purpose of input fuse is to protect DC link from over current.
4) The purpose of input ac current sensor is to control the line converter for regulating DC
link voltage & to maintain unity power factor at input.
5) The purpose of pre- charging contactor & resistor is to limit the DC link capacitor
charging current at source sudden ON. It will be switched off when DC link voltage
reaches to defined value.
6) The purpose of input main contactor is to isolate the unit from source if any abnormalities
in ACU.

AC-1 & AC-2 Modules

AC-1 & AC-2 modules consists of below sections:
a. Line converter section
b. Inverter section
c. Master & module control section (both control &communication)

Line Converter Section

1) The line converter section takes the input (variable single phase AC input) from
secondary winding of main transformer and converts to fixed DC-link by controlling
pulses of the IGBT's by using DSP controller.
2) Line converter maintains unity power factor at AC input. Full bridge architecture is used
for the line converter.
3) Transformer primary, secondary, DC link voltages and input AC current sensors are used
for feedback control, display the parameters and protect the line converter.
4) Line converter output is connected to common DC link.

Inverter Section
1) The inverter takes the input from common DC link. The IGBT based inverter section is
provided after DC link capacitor. A three phase full bridge architecture is used for the
inverter.

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2) An IGBT based inverter is controlled by using DSP. Input voltage and output current
sensors are used for feedback control, display the parameters and protect the inverter.
3) Temperature sensors are provided for sensing the heat sink temperatures of the IGBT
modules and for protecting it.
4) DSP controller is used for PWM control of line converter &inverter.

Master Control Section

1) There is a controller which controls the line converter &inverter. It is also responsible for
monitoring and protecting the complete auxiliary converter unit and records the faults in
the memory.
2) It also interfaces to TCMS to get commands and to send status to display at driver cabin
through ethernet communication.
3) It is also responsible for driving the contactors & to monitor it's healthiness by taking
their feed backs.
4) It is also responsible for handling & processing the hardwired signals which are coming
from LCC.

ACU 415VAC Output Section

1) It consists of sine filter inductor, capacitor, current transformers, ELD sensor & output
contactor.
2) 3Ph 415V AC, which is passing through Sine filter capacitors for filtering PWM Sine
waveform to pure Sine waveform. After filtering, the output is connecting to output
terminal through output contactor.
3) ELD sensor is used to measure the earth leak current if any AC output live terminal
touches to the body & to isolate the faulty section by tripping the contactor.
4) Current transformer is used to feedback control, display the output AC current and
protects the inverter.
5) The purpose of output contactor is to isolate the AC module from load when AC module
fails.

ACU DC Converter Module

1) DC converter takes supply form common DC-link of AC2 and converts DC link voltage
to isolated and regulated 110Vdc output by controlling pulses of IGBTs by using DSP
controller.
2) DC converter consists of H-bridge converter, isolation transformer, rectifier and filter.
3) DC converter shall also regulate output voltage to maintain current share at output.
4) An IGBT based DC-DC Converter is controlled by using DSP. Output voltage and output
current sensors are used for feedback control, display the parameters and protect the DC
Converter.
5) Temperature sensors are provided for sensing the heat sink temperatures of the IGBT
modules and for protecting it.
6) It communicates with AC-2 module through CAN Communication.

ACU DC Converter Output Section

1) DC converter output section consists of DC output contactor, DC output reverse polarity
sense & BN-bus voltage indication (for both forward & reverse direction).

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2) The output of DC converter is fed to BN (Battery Normal) loads, BD (Battery Direct)

loads as well as battery charger. DC converter output is connected to BN bus terminals
through DC output contactor. It is used to isolate the DC converter module from load
when DC module fails and if any reverse connection at BN bus.
3) Contactor driving, monitoring, DC output reverse polarity check is done by AC- 2 master
controller.
4) Voltage indication card is used for visual indication of BN bus voltage availability & if
any reverse connections on BN bus.

ACU DC Link Voltage Indicators

Voltage indicators are used to indicate voltage availability at DC link of AC-1, AC-2
&input of DC converter module by visual to avoid touching the power modules while
servicing.

ACU Cooling System

1) Self-contained blower is used for air cooling of the auxiliary converter.
2) This blower takes 3phase 415V ac supply from AC-2 inverter output.
3) Blower will take supply from AC-1 inverter output if AC-2 inverter fails.
4) This action will be done by using change over contactors based on health feedback of
other AC.

Auxiliary Loads
Auxiliary systems in all coaches work on two different voltages- 415VAC 3-phase, 50Hz
and 110VDC. Major equipment working with these power sources are as below-

Auxiliary Loads - 415V AC, 3 phase

S.No Load Name Description
1) RMPU Air conditioning unit for coaches. Cooling rating - 8TR
2) CAB AC Air Conditioning unit for LP cabin. Cooling rating - 2TR
3) Main compressor Main compressor for brake system. FAD – 920 LPM
4) Traction converter cooling Blower for cooling of traction converter unit
blower
5) Transformer radiator fan Radiator fan for cooling of main Transformer
6) Transformer oil pump Oil pump for cooling of main transformer
7) Water pump for toilet tank For water pumping for toilet tank
8) 230V supply for coach Wi-Fi TV screen (4nos.)
and TV Wi-Fi control unit (1no.)
Wi-Fi router (2nos.)
9) Pantry appliances load at Microwave Oven (1no.)
230V Hot case (1no.)
Soup Warmer (1no.)
Mini Refrigerator (1no.)
Water Boiler (1no.)
10) Toilet Loads at 230Vac Per Toilet loads are as below-
Hand drier (1no.)
Shaver socket (1no.)
Exhaust fan (1no.)

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11) 110Vac sockets for mobile 110Vac single phase sockets in coaches for
& Laptop charging Mobile and Laptop charging.

Auxiliary Loads - 110 VDC

S.No Load Name Description
1) Battery Charger Battery charger is provided in Converter unit to charge
the battery with C/10 rate.
2) Coach, Vestibules and Coach, Vestibules and Driver Cabin lights
Driver Cabin normal lights
3) Coach and Driver Cabin Coach and Driver Cabin Emergency lights
Emergency lights
4) Twin Beam/Auxiliary Head Twin Beam/Auxiliary Head light, Marker Light, Tail
light, Marker Light, Tail Light, Flasher light, Cluster Light, Spot Lights,
Light, Flasher light, Cluster Passenger Alarm Indication Light, Electronic signal
Light, Spot Lights, Passenger bell
Alarm Indication Light,
Electronic signal bell
5) Control Electronics Loads PIS, CCTV, Relays, Contactors, Driver desk, Brake
systems and all other control units.
6) Doors Doors
7) Auxiliary compressor Auxiliary compressor for Pantograph.
8) Emergency Ventilation Emergency Ventilation Blower for coaches when
Blowers RMPU is not working.
9) Toilet Loads at 110Vdc Vacuum toilet Loads
10) Seat Lights Seat Lights for reading

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Cooling
The ACU is forced-air cooled. Blower air is used for POWER MODULES and magnetics
cooling. Auxiliary converter cooling is achieved by means of forced convection. Air will be
drawn from outside through air inlet filter panel. Inside the Auxiliary converter one blower is
used for cooling of modules and magnetics, it draws air from the inlet air filter on front and
Right side of unit and forces it over module heat sinks, the air then flows over the magnetics and
finally leaves outside through two louvered doors
.

Battery Charger
Battery Charging System (BCS) is a PWM based IGBT converter, which is getting
supply from BN bus and charge the battery with constant voltage & constant current limit
topology.
Battery charger is used to charge 110 V batteries. One battery charger unit is provided in
each DTC and NDTC coach of a basic unit. Battery charger unit is made natural cooled design.

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Sections of Battery Charger

BCS consists of below sections:
BN Contactor:
BCS is having one contactor called BN contactor. It is used to isolate the BN bus from battery.
BN contactor can be turned ON/OFF from driver cabin.
Battery Charger:
Used to provide the 110V DC supply for battery charging by taking supply from BN bus
(115Vdc-130Vdc).
Reverse Flow Diode:
It is used to provide the conductive path at the time of battery backup.
Controller Section:
There is a controller used which is responsible for monitoring and protecting the complete
battery charger and records the faults in the memory and also it interfaces to TCMS to get
commands and to send status to display at driver cabin.
Fuses Section:
Consists of battery fuse, BD fuse, battery charger input & out put fuse. These are used to isolate
the BCS from loads or source if any short circuit happens.

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Brake Chopper Resistor

Brake chopper Resistor is used to limit the DC
Link voltage during dynamic conditions leading to
over voltages, partial braking load is dissipated during
blended braking and full braking load is dissipated
during braking operation between stations. Each
Motor Coach has two independent Brake Chopper
Resistors. But both these resistors are placed in a
single cubicle. Each Resistor is connected across DC
link of Line and Traction Converter unit.
The Brake chopper resistor unit is under-slung mounted. Brake chopper circuit comprises
of B Ch IGBT module and B Ch resistor. The Brake chopper circuit is used to limit the over-
voltages in DC link capacitors during abnormal conditions or during transients.
Over voltages in the DC link capacitors may occur due to:
➢ Non receptive OHE during regeneration
➢ Transient load conditions.

DC Link Capacitor
DC link capacitor has following functions:
DC link capacitor is used to buffer the energy differences between line-side and motor-
side of the converter.
➢ DC link capacitor absorbs the harmonic currents produced by line side and motor-side of the
converter, thus reducing the ripple voltage.
➢ DC link capacitor is used to limit the switching over voltages of IGBTs. These over voltages
occur due to loop inductance.

Two DC link capacitors of 2mF value are connected in parallel and forms the DC Link and are
directly connected to the IGBT Phase modules.

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D.C. Link Earthing Switch Unit:

Each motor coach has two LTC units and has one common
DC link earthing switch to protect the operating personnel
from high voltage during maintenance activity. One
Earthing switch has four poles. Two LTC units DC link
+ve and –ve are connected to a common earthing switch.
The operation is through a key interlocking system similar
to the EMU. When the earthing switch is in open condition,
all four poles are completely independent.

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Pantograph
In electric traction vehicles, pantograph acts as mobile current carrying equipment which
is mounted on the roof. It collects power from the overhead equipment under both static and
dynamic conditions and transfers it to traction transformer.
In train-18, the Single Arm Pantograph model WBL 22.03 is mounted on the roof of
Trailer Coach (TC). The main purpose of pantograph is to collect the supply from overhead OHE
for train propulsion system and to send back energy to the OHE during regeneration braking. .
One auxiliary compressor is mounted under frame in TC coach to build pressure in panto
reservoir for pantograph electro pneumatic control initially. During normal run, main compressor
is used to maintain the pressure for panto operation.

Pneumatic Control (Valve plate)

The pneumatic control (Valve plate) consists mainly of a filter, 5/2-Way valve and Phoenix
connector. The main part of the valve unit is the 5/2-Way valve, it is responsible for raising and
lowering control of pantograph. Phoenix connector is responsible to transfer electrical signal
from the system to 5/2 way valve.

Pneumatic Control
The pneumatic control consists mainly of a filter, two throttle valves, two safety valves, a 3/2-
Way valve, pressure regulator, two pressure switches and Harting connector. The main part of
the valve unit is the pressure regulator, it is responsible for a constant pressure for the air bellow
during all service conditions. The pressure regulator has a high sensitivity and is adjustable in a
range of 1 to 8 bar. Pressure switches mounted inside the pneumatic control box to monitor ADD
and ORD

Pneumatic connections For Pantograph:

1) One for the pressure supply of the air bellow ( for Raising & Lowering White pipe
of Panto)
2) One for the pressure supply to the Pressure switch from the ADD Green pipe
Valve
3) One for the pressure supply to the Pressure switch from the ORD Blue pipe
Valve

➢ Raising time to maximum working height 6 to 10 s

➢ Lowering time from maximum working height 6 to 10 s

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Panto mode
➢ On driver desk Panto mode selector switch is provided with 3 selection positions to select
required Pantos.
➢ In corresponding position one train line will be generated, which can be used during
RDM mode.
➢ Based on the selection, corresponding Pantos will made UP.
➢ After raising Pantos, “Not All Panto UP” lamp extinguishes in indication panel
➢ Raising of selected Pantos can be observed in DDU.

Panto Mode Basic unit Pantos position

Pos 1 BU 1 & BU 5 Pantos will raise
Pos 2 BU 2 & BU 6 Pantos will raise
Pos 3 BU 1 & BU 6 Pantos will raise

Panto control at Train level

In case of normal mode, CCC shall derive panto up/ down commands and send to all the basic
units and MCC units for final action. In case of panto momentary switch is operated toward ‘up’
in the occupied cab, CCC drives panto up command by checking the ‘Panto up’ digital input
signal pulse status and sends to all MCC units through ETB communication for final action.
Likewise, CCU detects all momentary inputs based on a pulse read for a specific time. Similarly
in case, panto momentary switch is operated toward ‘down’ in the occupied cab, CCC drives
panto down command by checking the ‘down’ digital input signal pulse status and sends to all
MCC units through ETB communication for final action. At the same time, corresponding train
lines are generated from occupied cab. MCC also determines up, down commands through train
lines. MCC ignores these commands in case of normal mode. Train line commands are accepted
only during RDM mode.

Panto control at Basic unit level

Based on panto related commands received from ETB (in case of normal mode) or panto
related commands derived from train lines (in case of RDM mode), EPCC drivespanto up digital
output by considering following conditions.
1) Panto selector switch mode
2) No EOL loop condition triggered
3) No Panto low pressure switch is detected
4) Panto up command detected
5) No basic unit isolation is selected and
6) No VCB contactor stuck at high-level condition occurred.
EPCC drives the panto down digital output based on panto down command detected or if any
above conditions are not satisfied. In case VCB trip condition occurs in the basic unit, EPCC
downs the pantograph when VCB contactor stuck at high condition is detected (unable to open
VCB condition).

Pantograph status Indication Lamps

n driver desk, one lamp is available related to pantograph status name it as ‘min 1 panto
up’. This lamp is driven through state of panto hard-wired train line. This state of panto

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hardwired train line is driven by any of EPCC unit in MC coach based on panto up status and
OHE voltage available information. In DDU rake screen and individual basic units screens,
panto symbol is available. DDU gets each basic unit Panto status from EPCC, based on panto
status will be displayed on DDU.

ADD Valve unit (Auto Drop Device)

➢ The pantograph is equipped with a pneumatic carbon monitoring system to minimize
damages of catenary and pantograph through worn or damaged carbon strips (e.g. broken
carbon pieces).
➢ For this purpose, the pantograph is fitted with special suitable carbon strips, a valve unit is
fixed on to the base frame consisting of the rapid exhaust valve, cut off cock and an air hose
leading from the base frame, lower frame and upper frame to the carbon strips.
➢ ADD feature is to lower the pantograph automatically in case of any break or damages of the
collector strip.
➢ This feature helps to avoid further damage of pantograph as well as catenary.
➢ EPCU disables pantograph UP control operation.
➢ ADD feature status can be detected by EPCU through ADD pressure switch.
➢ In case of pantograph healthy condition, which means no ADD detected, pressure switch
status becomes ON (pressure is greater than 3.0 bar).
➢ In case pantograph lowers by ADD feature, the pressure switch status becomes OFF
(pressure is less than 2.7 bar).
➢ With the detection of pressure switch status as OFF by EPCU, EPCU opens VCB
immediately

Over Reach Detector (ORD)

➢ The pantograph is equipped with a ORD system to avoid damages to pantograph when
pantograph reaches un wired section.
➢ ORD feature is to lower the pantograph automatically in case pantograph raises beyond the
set height limit.
➢ This ORD feature status can be detected by EPCU through ORD pressure switch.
➢ The overreach detection provides a pneumatic signal (pressure) to the vehicle in the case that
the pantograph reaches a certain height
➢ The overreach detection mainly consists of a 3/2 way valve mounted on the base frame, a
clamp with a cam clamped to the lower frame and an insulating tube.
➢ In case pantograph healthy operation, which means no ORD detected, pressure switch status
becomes ON (pressure is about 0 bar).
➢ In case, pantograph lowers by ORD feature, the pressure switch status become OFF (pressure
is greater than 1 bar).
➢ On detection of pressure switch status OFF by EPCU, EPCU opens VCB
➢ immediately and generate fault message and sends the same information to CCU.
➢ EPCU disables pantograph UP control operation until fault can be reset by maintenance
person.

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VACUUM CIRCUIT BREAKER (VCB)

VCB is used as a line circuit breaker to close and open the power circuit and also to break
the circuit under overload and short circuit conditions or any other abnormal working conditions
defined and implemented for the application. It provides connection between catenary and
propulsion equipment. In Train set it is mounted in roof of Trailer Coach (TC). It is an electro
pneumatic control. EPCC drives one digital output to energize VCB on relay, only if pantograph
has already raised, providing supply to electro pneumatic valve for VCB close operation. It is a
single phase 25kVAC circuit breaker used to protect power circuit.

VCB Control

Train level VCB control

➢ In case of normal mode, CCC derives VCB close or open commands and send to all basic
unit EPCC units for final action.
➢ n case VCB momentary switch is operated toward ‘ N’ position in the occupied cab, CCC
derives VCB close command by checking the ‘ N’ digital input signal pulse status and sends
to all EPCC units through ETB communication for final action.

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➢ Similarly n case VCB momentary switch is operated toward ‘ FF’ position in the occupied
cab, CCC derives VCB open command by check the ‘ FF’ digital input signal pulse status
and sends to all EPCC units through ETB communication for final action.
➢ At the same time corresponding train lines are generated from occupied cab. EPCC also
determines VCB close, open commands through train lines. But EPCC ignores these
commands in case of normal mode, but considers only in RDM mode.

Basic unit level VCB control

Based on VCB related commands received from ETB (in case of normal mode) or panto related
commands derived from train lines (in case of RDM mode), EPCC drives VCBON digital output
by considering following conditions.
➢ No EOL loop condition triggered
➢ No Panto low pressure switch is detected
➢ Panto up command detected
➢ No basic unit isolation is selected and
➢ No VCB contactor stuck at high-level condition occurred.
EPCC opens VCB based on the VCB open command detected or any of the above condition are
satisfied.
In case VCB trip condition occurs in the basic unit, EPCC opens VCB.

VCB status indication lamps

➢ n driver desk one lamp is available related to VCB on status name it as ‘min 1 VCB close’.
This lamp is driven through state of VCB hard-wired train line.
➢ This state of VCB hardwired train line is driven by any of EPCC unit in MC coach based on
VCB on feedback status.
➢ In DDU rake screen, individual basic units screens, VCB symbol is available. DDU gets each
basic unit VCB status from EPCC, based on this VCB status will be displayed on DDU.
➢ EPCC will know the status of VCB by read redundant feedback auxiliary NO, NC contacts.

Earthing Switch for VCB

Earthing switch for VCB is provided on the roof of Trailer coach (TC) adjacent to VCB
to protect the operating personal during maintenance schedule from OHE Voltage. This two
poles earthing switch is used to earth the circuits on both sides of the air operated vacuum circuit
breaker (VCB) of electric traction vehicle, to ensure the safety of the loco pilots and maintenance
personnel safety during checking and fault finding operations.

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Lightning/ Surge Arrestor

Two nos. Surge Arresters are provided on the roof of the Trailer Coach (TC) of Train set.
These surge arresters serve to protect the insulation of the power system (or of one of its
components) from undue stresses resulting from over voltages.

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TRACTION TRANSFORMER
In train set, Trailer Coach (TC) consists of traction transformer mounted under-slung
with auxiliary converter unit. Power to ‘Line and Traction Converter’ (LTC) units of both motor
coaches is distributed from same traction (power) transformer. The transformer is an electro
technical element of the whole traction system which is in charge to propel the train. The
transformer main function is to transform energy coming from the catenary to the traction and
auxiliary converters

Traction Transformer Winding Specifications

Description HT Traction Auxiliary
Quantity 1 4 2
Capacity (kVA) 2880 603 234
Voltage (V) 22500 855 343
Current (A) 128 705 682
Insulation Class A A A

Traction transformer voltage ratings

Primary Traction x 4 Auxiliary x 2
U line Power Current Power Voltage Current Power Voltage Current
(kV) (kVA) (A) (kVA) (V) (A) (kVA) (V) (A)
Exceptional 16 2109 132 429 608 705 197 240 820
19 2505 132 509 722 705 234 285 820
22.5 2880 128 603 855 705 234 343 682
Continuous
25 2880 115 603 950 635 234 376 623
27.5 2880 105 603 1045 577 234 413 566
Exceptional 30 2880 96 603 1140 529 234 451 519

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Cooling system:
➢ Oil Directed Air Forced (ODAF):
➢ one aluminium coolers with stone protection grids + two fans supported by steel frame
➢ An hydraulic network and one axial pump for oil circulation
➢ An oil expansion tank allows oil expansion linked to warming with an air dryer.
➢ Monitoring: several sensors (temperature, flow, oil level, etc…) linked by wires to
connectors.
Cooling system
➢ The transformer assembly is cooled by means of one cooler, fed with oil by oil pump.
The cooler is equipped with 2 motor fan sucking air through the radiator and blowing it
on the bottom side of the train.

Traction Motor

Technical Data of Traction Motor

S. No Description Details
1. Type of TM 3 phase AC Asynchronous Traction Motor
2. Power 265.26 kW (electrical)
3. Shaft output 252 kW (mechanical)
4. rpm 3338 rpm
5. Voltage 1375 V
Continuous rating
6. Current 123 A
7. Frequency 112.3 Hz
8. Slip at full load 0.89%
9. Power factor 0.9
10. Power 291.88 kW (electrical)
11. Voltage 1375 V
12. Current 136 A
13. Frequency 112.4 Hz
1 Hour rating
14. Slip 0.99%
15. Shaft output 277 kW (mechanical)
16. Power factor 0.9
17. rpm 3337 rpm
18. Type of suspension Fully suspended motor with partly suspended gear drive
19. Type of cooling Self ventilated, air cooled
.

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Passenger capacity
TYPE OF COACH PER COACH NO.OF COACHES TOTAL
DTC 44 2 88
NDTC (EC) 52 2 104
MC 78 8 624
TC 78 4 312
TOTAL 1128
th th
8 and 9 coach from any end of the formation is Executive class coach

MAINTENANCE INTERVAL
Schedule Periodicity
Daily Every Day
Trip Every 3 Days or 5000 kms (Whichever is earlier)
Monthly 30 Days ± 2 Days
Quarterly 90 Days ± 3 Days
Nine Monthly 270 Days ± 3 Days
Shop Schedule-1 (SS-1) 18 Months ± 5 Days
Shop Schedule-2 (SS-2) 36 Months ± 5 Days
Shop Schedule-3 (SS-3) 72 Months ± 5 Days

Emergency Brake
MR pressure (8 to 10 kg/cm2) by the MR gauge and the TCMS in DTC.
1) By moving BCH to application position and BP drops to”0”.
2) By moving Master control handle to EB (Emergency Brake) position and BP drops to”0”.
3) By pressing ‘Emergency Brake’ push button (Mushroom type) and BP drops to”0”.
4) By opening ALP/Guard emergency brake valve and BP drops continuously.
In all the above 4 cases, the following will happen
1) Emergency Brake lamp glows in indication panel
2) Min 1 Brake applied lamp glows in indication panel
3) V Max shows “Zero Force” in DDU
4) BC gauge in DTC shows 3.8 KG/CM2as well as TCMS.
5) Brake icon colour changes to Pink colour with “E” letter in the centre of icon

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Train Set 18 Bogie

The important feature in this Train-set is New Bogie Design with Fully Suspended Traction
Motors.
The Bogie is being designed with following Contemporary Features:
➢ Fit for 160 kmph Operation
➢ Fully Suspended Traction Motors - wherein the Traction Motor weight is not loaded on to
the wheel directly. This reduces the un-sprung mass, resulting in better ride comfort.
➢ The bogie is bolster less design with Fabricated Y-type bogie frame.
➢ Air Springs in Secondary suspension and Coil Spring with Control Arm in Primary
suspension for better stability.
➢ Vertical, lateral and YAW dampers for jerk free ride.
➢ Wheel mounted disc brake system for better reliability, space utilization and less
maintenance.
➢ Stabilizer (Anti -Roll Bar) mechanism for better passenger comfort.

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ENERGISING OF TRAIN SET 18 RAKE:

1. Ensure rake is on track and under OHE.

2. Ensure BD braker in both DTC and in NDTC are in ON position.
3. Check the BA voltage in Panel ‘1’ of section ‘A’. t should be more than 0 Volts
4. In DTC, In CRW panel turn Battery supply switch to ON position for 2 to 3 seconds.
5. DDU screen will be ready in few seconds.
6. Insert Master key in OFF position and turn to ON position.
7. All pilot lamps will glow in LP desk and ALP/Guard panel for 5 seconds then extinguishes with
alarm and signal bell sound.
8. Ensure CAB occupancy icon in DDU display glowing with blue background (either in BU1 or in
BU6).
9. Auxiliary Air Compressor (AAC) working can be checked in DDU.
10. Keep the Panto mode switch in required position.
11. Pantograph ICON shows ready for raising with white background in DDU.
12. Turn PANTO UP/DOWN switch towards UP briefly for 2 second and release.
13. Pantograph raised indication in blue background (if OHE available) shows in DDU and VCB shows
in white background. Two pantographs only raises for the Train set 18 formation.
14. As soon as Pantograph touching the contact wires the OHE voltage will show in DDU. ( if OHE not
available panto raise icon shows white only)
15. Turn MC (VCB) switch to ON position briefly for 2 second and observe VCB close icon.( VCB
close indication with blue icon)
16. MAC will work automatically and if all MAC is required press Start All MAC button. Now all four
MAC will start till pressure reaches 10 Kg/cm2. After that only three MAC will work as per schedule.
17. ACM1, ACM2, TCMS, MAC icons are changed to Blue background colour
18. Ensure BCH handle is in Forward position ( Release). Bp should be created to 5 Kg/cm2.
19. Holding brake automatically applied and BC pressure shows 1.8 to 2.2Kg/cm2 Minimum one Brake
applied lamp glows.
20. Parking brake also will be in applied condition.
Note: If CAB occupancy icon not displayed even after operating Master, operate Cab Selector switch from
LPT to HPT position (Operate switch from 11 O’ clock to 1 O’clock position)

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Procedure for Cab changing in Tran set 18 Rake:

1. Stop the train.
2. Keep Master control handle to ‘0’ position
3. Ensure Holding brakes are applied.
4. Keep the Direction selection switch in ‘0’ position.
5.“Apply Auto brakes” via ‘Brake Controller’ by dropping BP pressure till ‘Emergency
brake’ indication appears on DDU.
6.Ensure brake cylinder gauge is showing 3.8 to 4.2 Kg/cm2 pressure.
7. Switch off master key and ensure Parking brakes are applied automatically. Parking brake
apply lamp glows in CRW panel and Parking brake icon shows pink colour in DDU.
8.During cab changing, rake remains in energisation condition i.e., Panto in Raise & VCB in
close position, MAC works, Fans, Lights & RMPU works normal.
9.Take the Master key, panel door key and ACP Resetting Key.
10. Move the ‘Brake controller’ handle to elease position.
11. Switch on the marker RED lamps. If LV board provision is available, Guard has to keep
LV board & keep Tail lamp manually in night time.
12. Close the cab doors and proceed to the other cab.
13. Now Switch on the Master key.
14. Ensure BCH in Release position
15. Ensure Brake pipe is fully charged i.e. 5 Kg/cm2.
16. Ensure holding barkes are applied..
17. Release the parking brake before taking traction by MCH.
18. Ensure Brakes are Released in all Units on DDU while taking traction.
19. Conduct brake feel test after starting.

Procedure for Negotiating Neutral Section:

In 3 phase EMU rakes sequential opening & closing of VCBs takes place automatically after
pressing the “Entering Neutral Section” push button (ENS).
Procedure for Negotiating of Neutral Section.
i) Ensure MR and BP pressure are adequate.
ii) If MC tripped in any basic unit due to any other reason, do not try to close MC while
approaching ‘Neural Section’.
iii) Select Rake information screen on DDU.
iv) Gain adequate speed according to signal and section.
v) At ‘250 meter board’ press ‘Entering Neutral Section’(‘ENS’) push button provided
at driver desk for 2-3 sec. bserve the ENS push button, the back light of ‘ENS’ push
button is flashing until the first VCB in the train line is opened and afterward the
backlight will glow steadily ‘ N’, until all basic units have passed the ‘Neutral Section’.

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vi) Text message ‘Neutral Section Mode Enabled’ will also appear on the DDU.
vii) Observe closing of all VCBs on DDU after passing of Neutral section (“Not all MC
N” lamp will extinguish). If not, close MC by MC ON switch manually.

If procedure of ‘Neutral section’ negotiation is not started even after pressing of ‘ENS’
f the Backlight of ‘ENS’ push button does not start flashing / glowing immediately after
pressing it, then
i) Give the ‘MC FF’ (VCB open) command and pass ‘Neutral Section’.
ii) After passing ‘Neutral Section’ of Give ‘MC N’ (VCB close) command at ‘DJ
close board for EMU/MEMU’ and same to be ensured on DDU as well as
indication panel.

ancellation of ‘ENTERING NEUTRAL SE TION’ command

n case ‘ENS’ push button is wrongly pressed or Active, then following procedure is to be
adopted to cancel the ‘ENS’ command.
1) Give ‘M OFF’ (VCB open) command. (VCBs will open in all motor coaches)
2) Wait for a few seconds.
3) Give ‘M ON’ (VCB close) command. (VCBs will close in all motor coaches)
4) Ensure the same on DDU and Work the train normal.
5) If train is stopped within the 500 meters distance after wrong operation of ENS, follow
above procedure.
OR
If train is running, wait for travelling / covering for 500-meter distance from the point of
activation of ‘Neutral Section’ thereafter all VCBs will be closed automatically.

Moving of train:
1) Ensure BP is 5 Kg/cm2 and MR 7.5 to 10 Kg/cm2
2) Ensure cab occupation in DDU
3) Release Parking Brake.
4) Place Direction selection switch to forward.
5) Exchange all right signal from Guard.
6) Close the doors of passenger saloon area.
7) Move MCH handle to traction side slowly.
8) Holding brake will release automatically , Min 1 Brake applied lamp extinguishes and
train starts moving.
9) Running of train at lower speed to be adjusted through MCH.
10) For constant speed, cruise control switch can be pressed when required speed is attained.

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Stopping of train:
1. Bring MCH to ‘0’
2. Then move MCH to braking side.
3. Now Regeneration brake will work with first priority and EP brake will apply if RG
brake is insufficient.
4. If demanded brake effort is available through DB, EP brake may not apply.
5. Move MCH further to dynamic brake side to increase brake effort.
6. If any emergency move MCH to EB position.
7. If any failure of EP brake experienced apply auto brake using brake controller.
8. Min-1 brake applied lamp will glow.
9. When train come to a stop holding brake come into service and BC pressure will show
1.8 to 2.2 kg/cm2.
10. Keep MCH in ‘0’ position.
11. Open the doors by pushing both switches at a time in Panel 10 of section ‘A’.

Procedure for Battery Reset:

Before starting ‘Battery reset’ procedure following steps of trouble shooting are to be
followed after ensuring that the rake is in standstill condition.
1. Put the key in RDM and turn back to Normal mode after 30sec. Work normal.
2. If not successful, move the train in RDM.
3. Battery Reset should be followed after consulting with TLC.
Procedure for Battery Reset:
1. Rake should be in stand still condition and Holding brakes should be in application
position.
2. Open VCBs by MC ‘ N/ FF’ Switch.
3. Lower the Pantograph by Panto ‘UP/Down’ switch.
4. Switch OFF Master key.
5. Ensure Parking brakes are applied automatically.
6. Turn FF the Battery by Battery ‘ N/ FF’ switch provided on CRW panel.
Emergency lights in passenger area will be turned ON automatically.
7. DDU will extinguish and BP will get exhausted. Wait for 30 Seconds.
8. Turn N the Battery by Battery ‘ N/ FF’ switch provided on CRW panel.
9. DDU will start after about one minute.
10. Switch ON Master Key in Normal mode.

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11. Raise the Pantograph and confirm the same on DDU

12. Close the VCBs, by MC ON/OFF switch and confirm the same on DDU.
13. Switch on the RMPU.
Important points for Motormen:
1) During night time before giving battery reset, switch ON Emergency light in D/cab.
2) Apply auto Brakes before Battery Off.
3) ‘Normal light’ in Guard & Motorman D/cabs goes ‘ FF’ when battery is switched ‘ FF’
and glows again after battery is switched ‘ N’.
Important points for Guards:
1) During night hours if the ‘Normal Light’ goes ‘ FF’, switch N ‘Emergency light’ in
D/cab.
2) Emergency lights will be available in passenger compartment during the entire procedure
of Battery Reset.

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